Transmission control



Dec. 22, 1953 w. v. HARRISON TRANSMISSION CONTROL 4 Sheets-Sheet 1 FiledMay 22, 1948 EFE'i vi) fnvenlfor:

yffarr'ison Dec. 22, 1953 w. v. HARRISON 2,663,199

TRANSMISSION CONTROL Filed May 22, 1948 4 Sheets-Sheet 2 [nus-711 57wiZZ z'czm K17 2 115072,

Dec. 22, 1953 w. v. HARRISON TRANSMISSION CONTROL 4 Sheets-Sheet 3 FiledMay 22, 1948 Dec. 22, 1953 w. v. HARRISON 2,663,199

TRANSMISSION CONTROL Filed May 22, 1948 4 Sheets-Sheet 4 Patented Dec.22, 1953 William V. Harrison,

Muncie, Ind., assignor to Borg-Warner Corporation, Chicago, 111., a.col.-

poration of Illinois Application May-22, 1948, Serial No. 28,718

13.- Claims.

My invention relates to transmissions for automotive vehicles and moreparticularly to such transmissions of the planetary type known asoverdrives.

(")verdrives in common usage at present generally contain an electricsolenoid for actuating the pawl of a; positive brakefor an element ofthe planetary gear setin thetransmission. The solenoid contains'an'energizing coil and a. holding coil which are both energized for movingthe pawl into its energized position, generally a brakeengaged position.The energizing coil draws a current which is comparatively large withrespect to that taken by the holding coil, and the energizing coil istherefore deenergized by the opening of a switch when the pawl reachesits energiaed position in which position it. is held by means of theholding coil'alone. This switch is locatedwithin the solenoid and isactuated by means of. the pawl.

Such overdrives also generally include means for disabling the ignitionsystem of the vehicle engine whereby a downshift may be hadbydisengaging the positive brake, and this disabling means includes aswitch which is actuated when the pawl reaches its engaged position forterminating the ignition interruption. This switch is also locatedwithin the solenoid.

It has been found in: actual usage that the contacts of these switches;rust and oxidize excessively and also cause rusting and: oxidationwithin the solenoid apart from the switch contacts due to theelectrolytic action of the contacts. Overdrives are generally located onthe underside of a vehicle, and the solenoids are thus subject to moistconditions due to splashing, etc., and hence this electrolytic action;

It is an object of myinvention to provide an improved electric controlsystem for such an overdrive which does not include any contacts locatedwithin the solenoid'itself and actuated by the pawl and to insteadprovide switches for performing the functions of the two sets ofcontacts just mentioned which may be placed within the enginecompartment of the vehicle or in any other location which wil preferablybe relatively dry f It is a more specific object of the invention toprovide such an electrical control system for overdrives which includesadelay relay. The delay relay may actuate both sets of contacts and opena set in series with the energizing coil of the solenoid a predeterminedtime after energization of both the solenoid "and-delay relay, whichtime is suflicient for allowing the full travel of the pawl. The otherset of contacts actuated by the delay relay are actuated a predeterminedtime after deenergization of the delay relay, and these contacts are inan ignition interrupting circuit so that the ignition is restored tonormal operation on such actuation. The deb-yin. the rela is sufficientso that the. pawl may be completely pulled out; of its engaged position.to disengage the brake on deenergization of the relay.

My invention consists of the novel constructions, arrangements, anddevices to he her-elm after described and claimed for carryin out. the.above stated objects and such other objects as. will appear from thefollowing description; of preferred embodiments of the invention, illustrated with reference to the accompanying drawings, in which:

Fig. 1 is a.v longitudinal sectional view of a. combined countershaft,gear unitand overx'lrive transmission particularly adapted forautomotivevehicles;

Fig. 2 is a partial side view of. the transmission;

Fig. 3 is a. fragmentary sectional view taken on line 3-3 of Fig. 2;

Fig. 4 is a sectional view taken on line H of Fig. 1; and

Figs. 5, 6, 'T and 8' are electrical diagrams showing the electricsystems: which may be used with the transmission illustrated in Figs. 1to 4.

Like characters or reference designate like parts in the several views.

Referring now to Figs. 1 to 4 in particular, the illustratedtransmission comprises a drive shaft 10, a driven shaft H, and anintermediate shaft 12. A countershaft type transmission unit is iseffectively interposed between the shafts l0 and I2, and a planetaryoverdrive type gear unit 14 is effectively interposed between the shaftsl2 and i l. The shaft i2 thus constitutes a driven shaft with respect tothe countershaft unit I3 and a drive shaft with respect to. theplanetary gear unit [4. The shaft [0 is adapted to be connected to theordinary driving engine of the automotive vehicle (not shown), and theshaft II is adapted to be connected to the driving wheels (not shown) orthe vehicle by any suit able connections. A casing I! is provided forthe units I3 and II, and the shaft in is rotatably disposed within thetransmission casing I5 by means of a bearing is. The shaft 12 is pilotedwithin the shaft III by means or a bearing H and is rotatably disposedwithin the casing 15 by means of a bearing ID. The shaft l l isrotatably disposed within the casing l5 by means of bearings 19 and 20.

The countershaft gear unit l3 comprises a gear 2! formed on the shaftID, a gear 22 rotatably disposed on the shaft l2 and a gear 23 splinedon the shaft I2. A counter-shaft 24 is fixed within the transmissioncase I5, and. a countershaft cluster gear 25 is rotatably disposed onthe shaft 24. The cluster gear 25 comprises gears 26, 21, 28 and 29, andthe gears 28 and 21 are mission case I5, and the gear 23 is adapted tomesh also with the idler gear. The gears 2i and 22 are respectivelyprovided with clutch teeth 3! and 32 and a clutch sleeve 33 slidablydisposed on a hub member 34 fixed on the shaft [2 is adapted to meshwith both sets of the clutch teeth. Synchronizing mechanism 35comprising blocker synchronizer rings 36 and 31 is provided for thesleeve 33, and this mechanism functions to synchronize the teeth 3| or32 with the sleeve 33 prior to engagement thereof and to prevent suchengagement until synchronization.

The countershaft unit [3 provides low, intermediate and high speeds inforward drive and a drive in reverse. The gear 23 is shifted into meshwith the gear 28 for low speed forward drive, and the gear train is thenfrom the shaft I8 through the gears 2| and 28 and the gears Hand 23 tothe shaft l2. Second or intermediate forward speed is completed byengaging the clutch sleeve 33 with the teeth 32, and the power train isfrom the shaft l8 through the gears 2| and 25 and the gears 21 and 22and through the clutch teeth 32, the sleeve 33 and hub member 34 to theshaft [2. High speed forward drive is obtained by engaging the clutchsleeve 33 with the teeth 3!. and the drive is from the shaft H) throughthe teeth 3 I, the sleeve 33 and hub member 34 to the shaft l2. Reversedrive is completed by engaging the gear 23 with the idler gear 38, andthe drive is from the shaft it through the gears 2! and 28, and thegears 29, 35 and 23 to the shaft I2. 1

The sleeve 33 and gear 23 are shifted by means of levers 38 and 33located on the outside of the transmission case [5. a shaft 48 rotatablydisposed in the case, and this shaft carries a lever 4| which in turncarries a fork 42. The fork 42 is disposed within a groove 43 in thesleeve 33, and swinging movement of the lever 33 acts through themembers 48, 4| and 42 to move the sleeve 33 into either of its engagedpositions. The gear 23 is shifted by 'means of the external lever 39which is fixed on a'shaft 44 rotatably disposed in the case l5, and alever 45 is fixed on the inside end of the shaft 44. The lever 45carries a fork 46 which is disposed in a groove 41 in the gear 23, andthis gear is shifted by a swinging movement of the lever 39 transmittedthrough the parts 44, 45 and 46. 7

An interlock sleeve 48 is slidably disposed in a portion of the case I5and acts between sectors 48 and 58 of the shift levers 4i and 45 so asto prevent the movement of one of the levers 38 and 38 while the otheris in any of its positions except neutral. Balls 5! acted on by aspring.

52 are provided within the sleeve 48, and these balls cooperate with thesectors 48 and 58 so as to yieldably hold the shift levers 38 and 39 andthe parts connectedtherewith in their neutral or power train completingpositions.

The overdrive unit i4 comprises a ring gear 53, a sun gear 54, planetgears in mesh with the sun and ring gears and a carrier 58 for theplanet gears. The carrier 58 is splined onto the intermediate shaft l2;the sun gear 54 is rotatably mounted on this shaft; and the ring gear 53is connected with the driven shaft H.

The lever 38 is fixed on The carrier 55 is provided with clutch teeth51,

and the sun gear 54 is provided withteeth 58.

The sun gear 54 is slidable longitudinally on the shaft l2 so that itsteeth 58 may be meshed with the teeth 51.

A one-way clutch 59 is provided between the shafts l2 and II. Thisclutch comprises rollers 50 acting between opposing cam surfaces 8| and82. The cam surfaces BI and 62 are formed re spectively on the innersurface of the shaft H and on a hub member 63 which is splined on theshaft l2. The cam surfaces BI and 52 of the clutch are so arranged thatthe rollers 88 will engage between the surfaces so that the shaft l2 maydrive the shaft H in the forward direction (that is, in the samedirection the shaft 18 is rotated by the vehicle engine).

As will hereinafter be described in greater detail, the sun gear 54 isthe reaction member of the gear set, and this member is held stationaryby means of a positive brake mechanism now to be described. The brakemechanism comprises a slotted element 84 splined on to the sun gear 54and a pawl 65 adapted to engage the slotted element. The pawl isslidably disposed in the transmission case l5 and is operated by anelectric solenoid A. The electric solenoid comprises a magnetizable core86 having a holding coil 61 and an operating coil 88 disposed about it.A plunger 69 is'slidably disposed within the core 88 and is connectedwith the pawl 55. An armature 18 is keyed on the plunger 59 and has anannular cap-like element ll screwed on to its outer end. The plunger 59has a washer-like element 12 pinned thereto, and a spring 13 is disposedwithin the element II and between the inner end of this element and theelement 12. Another spring 14 is disposed between the element II and apart of the casing of the solenoid, as shown. When the coils 8'1 and 88are energized, the armature I8 is drawn toward the core 68 against theaction of the spring i4 and through the spring 13 pushes the plunger 69and pawl 65 inwardly.

A balk ring I5 is held in frictional contact with the slotted element 64and the balk ring therefore tends to rotate with the slotted element;The balk ring is provided with ledges i5 and 11 disposed on oppositesides of a slot l8 in the ring. with the slot being arranged so that thepawl 85 can move into it and into one of the slots in the element 54 andthe ledges 18 to limit the oscillation that the balk ring may have.

The sun gear 54 is controlled in its longitudinal movement along theshaft l2 by a shift lever 8! or else by the shift lever 38. The shiftlever 8| is fixed to a shaft 82 rotatably disposed in the case l5. Theshaft 82 carries a lever portion 83 disposed within a slot 84 in a shiftrail 85. The rail 85 is slidable longitudinally with respect to thecasing l5, and the rail carries a shift fork 88 extending into a slot 81in a collar 88 fixed with respect to thesun gear 54. A spring washer 89is fixed on the rail 85, and a spring 90 is disposed between the washer88 and the fork 88. Swinging movement of the lever 8| by means oftheshaft 82 and lever portion 83 has the efiect of moving the rail 85 tothe right as seen in Fig. 1 to cause 2. correspond I swam in: movementor the sun engage the teeth it with The rail gear 6 whereby to the teeth57.

It extends also into cooperative relotion with the sector 50; and aswill be noted, the outline of this sector is such as to give the somemovement to the rail 85 to the right to engage the teeth. 58 with theteeth 51 when the gear 23 is moved into its reverse position. A spring9| is provided between the case I and a shoulder 85a on the rail, andthis spring functions to move the rail to the: left after movement ofthe rail to the right as has been described.

An interlock is provided between the pawl 65 and the shift rail 85;.andv this comprises a shoulder 92 formed on the shaft 85 adapted toenter a slot 98 in the pawl 65. The arrangement is such that when theteeth 58 are in engagement with the teeth 51 the shoulder 92 is in theslot 93', and the pawl 85 is then held against movement to engage theslotted element 64. When the pawl 55' is in. engagement with the slottedelement 64', the shoulder 92 then has the function of preventing amovement of the fork 8i and the sun gear 54 to engage the teeeth 58 withthe teeth 51 since the shoulder would abut against the side of the pawlwith such movement. The interlock between the pawl 85 and the shaft 85thus has the function of preventing a simultaneous engagement of thepawl 65 and the clutch teeth 51 and 58.

The planetary gear set M functions to provide an overdrive between theshafts I2 and II when the pawl 65 is effective to brake the slottedelement 64 and sun gear 54. With the planet gear carrier 56'- beingdriven by the shaft I2 and the sun gear 54 being held stationaiy by thepawl, the ring gear 53- and thereby the shaft II are driven at anoverdrive. When the pawl 65 is out of engagement with the slottedelement 64, the gear set comprising the ring gear 53, the sun gear 54and the planet gears 55 is thereafter not effective, and the drive fromthe shaft I2 to theshaft II proceeds through the one-way clutch 59 whichfunctions to drive the shaft II at the same speed as the shaft I2. Thisone-way clutch 59 gives a freewheeling type of drive, and when it isdesired to lock up the planet gear set to provide a two-way l-1 drivebetween the shafts I2 and I I, the sun gear 54 is shifted to engage theclutch teeth 58 with the clutch teeth 5!. All of the parts of the planetgear set are thus locked together to rotate as a unit. The rail 85 maybeshifted by means of the lever M to mesh the teeth 58 and 51 to providethis l-1 drive, and the sector 50 of the shift lever is is alsoeffective for causing movement of the shift rail 85 to lock up theplanet gear set when the shift lever 38 is swung to move the gear 23 toits reverse drive position in mesh with the idler gear 30. The sector isarranged to operate in this manner so that the reverse drive may proceedaround the one-way clutch 59 which is so constructed that it transmitsdrive in the forward direction and it therefore will not transmit drivein the reverse direction.

The transmission arrangements hereinbeforedescribed are quite similar tosuch arrangements which have been in use for some time, and I deem asthe principal feature of my invention the provision of an electriccontrol system for such transmission arrangements which utilizes such asolenoid as is shown which does not include any electric switches withinthe solenoid itself. Such electrical controls will now be described.

a: Referring-now iniparticular'to l ig; 5, the electrical control systemfor the solenoid A comprises:

a rail switch IN and a centrifugal forceoperate: onza plunger: I08 whichcloses the switch I00. Therrailswitch II is positioned to be actuated.bythe rail and this switch: i's'opened'f when. the rail: 85: is moved toa DOSltlOIT: to: engage we clutch teeth 58 with the clutch: teeth 5 1'.The. kickdown switch I02 is adapted-to be-act'uated' by the acceleratorI93 of the: vehicle in which the: transmission is installed. The switchH12 is in: its closed: condition for all ordinary driving positions: ofthe accelerator;

however; when the accelerator is moved to its wide open. throttleposition-,. the accelerator is effective in this position to open theswitch I02.

Theelectric control system. comprises a relay assembly- H0 whichincludes in: reality two relays- III and I121 The relay IJIZ comprises awinding H3 disposed on a core H4. and adapted to actuate an armatureH53. Theo-clay comprises a set 01' contacts. II and. IfIl, and thearmature H5 carries one of the contacts H8 and one of the contacts I II.In the deenergizecl condition of the relay I I2; it will be. noted thatthe contacts III are closed and. the contacts: ITIB are open.

The relay IILI; comprises: a winding I I8 on a core H9. The core. H9. isprovided with a plurality of slugs I10 inthe: formv of washers dis posedabout it for purposes tobe described. The core Ilia-is effective-orientarmature HI, and this armature carries: one of a set of contacts I22 andthe one of a set of contacts I23. As will be noted, in. the dcenergizedcondition of the; relay II I, the contacts I22 are open and the contactsI23 are closed. I

The electrical control arrangement includes the ordinary ignition:system of an automotive vehicle comprising: an induction coil I24 havinga primary winding I 26' and a secondary winding I25, and an interrupterI21. The: interrupter comprises a switch us which is opened and closedby means of a rotating: part I129 for the purpose of producing an.interrupted. current through the primary winding I25. The primarywinding I25 is connected with the usual ignition switch 239 which inturn is connected to the vehicle battery I3I.

As will be noted, the switches I00, IM and I02 are connected in serieswith each other and with the winding N3 of the relay H2. The winding Inis connected with the ignition switch I 30. The contacts Iii areconnected with the ignition switch I" and also with the winding I I8 ofthe relay III. The holding coil 61 of the solenoid A is also connectedwith one of the contacts II6 as shown. One of the contacts III isconnected to a point in the ignition system between the interrupter I21and the induction coil I24, and the other contact I'll is connected to acontact I22 in the relay III. The other contact I22 is grounded, asshown. One of the contacts I23 is connected to one oi. the contacts IIGas shown and the other contact I23 is connected with the actuatingwinding ll of the. solenoid A. As will be noted, the battery Hi, thegovernor switch I 00, the two solenoid windings Ii! and I58, and therelay winding III are grounded, in addition to The governor switch I isone of the contacts I22 alreadwmentioned {as I grounded.

The slugs l20are provided on the core IIB to retard the building up anddecay of the magnetic flux in the core H9, and these slugs thus have theeffect of providing a delayed actuation of the armature I2I upon currentbeing applied in the winding H8 and of causinga delayed re-' turning ofthe armature I2I was deenergizecl position when current isjdiscontinuedthrough the winding H8. The slugs I20 thus make the relay III a delayedaction relay.

When the vehicle is traveling below the criti cal speed of the governorI03, either in the low, intermediate or high speed ratios of thecountershaft unit I3, the conditionof the circuit just described is asshown in Fig; 5 with the relays III and H2 both being deenergized. Whenthe speed of the vehicle increases so that the governor switch I isclosed, as when the vehicle is. traveling in the high speed ratio of thecountershaft unit I3, the circuit through the relaywinding H3 is therebycompleted to energize the relay II2. This circuit is from .the batteryItl, through the ignition switch I30, the winding I I3; and the switchesI02, IOI andl00'. The. relay II2 upon being so energized has itscontacts Hi open and its contacts I I6 closed.

Closure of the contacts II fi 'n' the rela'y I2 has the efiect ofconnecting both .the energizing coil 58 and the holding coil 61 of thesolenoid A with the battery I3I, as will be; apparent. The lower one ofthe contacts H6 is connected directly with the coil 61 and throughthecontacts I23 with the coil 68, and the upper contact H5 is connectedwith the battery through the igni tion switch whereby the circuitsthrough both coils are completed. The-two coils 8'! and 68 of thesolenoid being thus energized causes the armature I0 to move into itsenergized position in which the armature is in contact with the core 66.This movement of the armature I0 is against the action of the springs I3and I4. The spring 14 is effective on the plunger 69 and thereby movesthe pawl 65 into-engagement with the ledge I6 of the balk ring I5. Sincethe engine is driving through the countershaft unit and through thefreewheeling unit 59, the balk ring '15 is in a position so that thisledge is contacted by the pawl to prevent movement of the pawl intoengagement with the slotted element 64. When the accelerator issubsequently released so that the engine ceases to drive, the gearing ofthe planetary gear set I4 is operative so as to cause a rotation of thesun gear 54 which moves the balk ring I5 to a position in which the slotI8 in the balk ring is in alignment with the pawl 65 so that the pawlcan enter into one of the slots of the slotted element 64. Upon the pawl65 thus engaging the slotted element, the overdrive power train throughthe gear set I4'is thuscompleted.

Simultaneously with the energization of the solenoid A, the winding I I8of the delay relay I I I is energized through the contacts I I6 of therelay II2. Due to the delay feature of the relay III, the core of thisrelay is not completely magnetized immediately upon application ofvoltage to the winding through the contacts H6, and for a short periodof time the relay III remains in its illustrated condition with thecontacts I23 closed and with the contacts I22 open. After the delayperiod ofthe relay I II has expired, the

core of this relay is completely magnetized, and thereuponthe armatureI2 I of the relay is drawn .into its energized position to open thecontacts I23 and to close the contacts I22. Opening of the contacts I23breaks the circuit through the energizing winding 68 of the solenoid Aand this coil is thus deenergized. The armature I0 of the solenoidnevertheless remains in its energized position in contact with the core'66 due to the actionof the holding coil 67 which remains energized. Thedelay, incidentally, of the relay III is suflicient so that the armatureI0 is drawn into its energized position before the relay III becomescompletely energized to close the contacts I22 and to open the contactsI23.

When the operator of the vehicle, while the vehicle is traveling inoverdrive, wishes to down shift from overdrive to direct in theplanetary unit it, he may do so by a depression of the accelerator I09to its open throttle position. In this position, the accelerator. opensthe kickdown switch I02 for thereby opening the circuit through thewinding H3 of the relay M2 to deenergize the relay. When the relay H2 isdeenergized, its contacts I I? are closed and its contacts H8 areopened. The contacts ii? when closed complete an ignition groundingcircuit, andthis circuit is from ground through the contacts I22 and thecontacts I H to the point between the ignition coil and the interrupterI2! to which one of the contacts II? is connected. This grounding of theignition circuit has the effect of disabling the ignition coil I24 sothat it does not operate to cause firing of any of the spark plugs ofthe vehicle engine, and the whole ignition system is disabled sothat'the driving wheels of the vehicle tend to drive the engine of thevehicle: rather than vice versa. The opening of the contacts IIGin therelay H2 has the effect of de energizing the solenoid A so that thespring It tends to movethe armature 0 and thereby the plunger 69 andpawl 65 due to the action of the washer-like member I2 back into thedeenergized positions of these parts. The grounding of the ignitioncircuit just described has the effect of temporarily relieving pressureof the slotted element 64 on the pawl 55, this being in efiect a torquereversal, and the pawl upon this torque reversal is pulled out ofengaged condition with the slotted element. The transmission is thenback in direct drive condition with the drive being through theover-running clutch 59.

The opening of the contacts 5 l6 inthe relay I 12 upon thisdeenergization of the relay has the effect also of deenergizing therelay 5 l i. The slugs I20 of the relay, however, function to hold thearmature I2I of this relay in its energized position in which thecontacts E22 are closed for a predetermined time after the contacts H6have opened. The contacts I22 thus complete the ignition groundingcircuit thus described for a predetermined time after deenergization ofthe relay I2, and this time is sufficient to allow the pawl 65 to bepulled out of engagement with the slotted element 64 as has just beendescribed. When the relay I I I is completely deenergized after thispredetermined time has elapsed, then, of course, the armature I2! movesback into its deenergized position to open the contacts 122 close thecontacts I 23, and this opening of the contacts I22 has the efiect ofbreaking the ignition grounding'circuit, and the ignition is then againoperative so that the engine drives the vehicle even though theaccelerator we may be kept in its wide open throttle position.

The rail switch IOI isadapted to be acted on by the shift rail 05 as hasbeen described, andii Wect i to; n a e 1inch teet 51 for drive(assertion; or the vehicle operator wishes-to lock up j plan ry gear setand does so by actua on or the drive shiftlever 8|. The rail sWItch1 IQIbe1 g thus? opened by such movement time "hift rail ssr ncuons toprevent en'r i'zationf ofthe relay I I12 even though the} speed r th'ehicle increases siiffi ciently' to close meg or switch I 00. I Therail switch rot is thusfeffe 5 to prevent an enga ement or the ate 1; atwith t e s lo 'e'd' elementfi -i' whil'e the teeth 58- agrett are?engaged'th'is being for the purpose preventing the overdrive gear set"I4 from being in two-different" two-way drives atonce which-would caiisebreakage'ofsome of the parts of the gear set." Tli shoulder 9210a therail 85" is also effective for this" purpose as has been described. 7

It will'be noted thatthe'circuitfor controlling the overdrivegear set IIjust described does not include anyswitchcont'acts within the solenoid Aitself. In commonly" used installations there are at leasttwo sets ofsuch switchconta'ct's within the*overdriveisolenoids, onesetcorr'espdnding to the contacts I 23 andb'eing for the purpose ofbreaking the'electric circuit through the energizing winding of thesolenoid (corresponding to the winding 68) and-the other set'of contactscorresponding to thecontacts" I22 and being for the purpose of opening:the-ignition grounding circuit after the'-'overdrive pawl has moved backto itsdisengaged" position: My contacts I 23 and I22 are located intherelaytassexnbly IIO'which maybe located on thedashboard within'-' theengine compartment, andthus corrosionof these' contacts will not occuras might" be possible" with contacts within the I oyerdrive' solenoid Alocated on the overdrive and-underneath'the vehicle'in' whichposition-moistureiislikely'to enter; Due to this-excessive amount of;moisture "which might be found within the; overdrive solenoid A, thecontacts I ZZ- and j I23: furthermore cannot cause any excessive rustingand" oxidation ,dueto any electrolytic action of the; contacts whichmight sul f ihe'g n a tii tc the olenoid.

h d fi t o shown'infFig o diflers iromthatshown in Fig. 5in'that'theholdin Q lI FTi SiZEG dIOf being-dithflthecontactsllfiiSjGOIlnected with the w ding nlIfi -or the delay relay I II; TheeiiergiZing c i l 'BB ofqthe'solenoid; as il Fi rl ement contactsg aj fh i @911 the effect. i crea in both inen'ergizin a a W. h

he deljay of t rc ay, I II tetrgi m t e rennin-1 Y du gn'Qea d. r itance of the coils! is added o,.;, the inductanqe'gand ind H8 ,.l ;$.9Wl..i 1.;Ei -,fi mile ons substantially m the s The mb fidlci guit 5 Wtially the same as that exception that t I er at I I I m'r i 2) ah f h@Wfimuitimm h contacts I22 instead. eeds toaset ofcontacts I32 prdvmeafask kd s w IIIIa, I The contacts I32 cle operator ngre th htfil tfifiosi:

.. $105; t l I at which the contacts .f. this-el ctr l ar an ement conni n winding (II,8 has qe .the e;wind- 1 ame' manner as the 1 1g; .6 withthe ontacts I I I provided .10 II? in the arrangements of Figs. 5 andsare closed; so the Fig. 7 circuit works at the same time and insubstantially the same manner for grounding the ignition as does theFigs. 5 and 6 circuits, s I

The Fig. Bcircuit is the same as the Fig. 6 circuit with the exceptionthat instead of grounding theignition; the ignitionis cut in orderobtain torque'sreversalforwithdrawing the pawl from the slotted element64. The contacts Ill in Fig. 8 are connected to an ignition breakingrelay I33 instead, of to a connectionbetween the ignition co I24 and thecircuit breaker I21. The relay 33 comprises a winding I34 on a core I35.The winding IE3 is connected to one of the switch contacts Ill at oneend and its other end is connected with the ignition switch I30. Anarmature I36 in close proximity to the core so that when the core ismagnetized, the armature is drawn to the core intoan energized position.The armae ture I36 carries oneoi a set of contacts I31 which are' soarranged that when the armature is moved toits energized position, itwill open the contacts IB 'I One of the contacts I3? is connected withone'of the contacts I28 of the circuit breaker I21, and, the other ofthe contacts I3? is connected with one end of the primary winding i223of the ignition coil IZL The other end of the primary winding I25isconnected to the ignition switch as shown. I

The F g. 8 circuit functions in the same manner as' the Fig. 6 circuitwith the exception that the ignition'is cut instead'oi' grounded whenthe kickdownswitch It? is opened atwide open throttle position of theaccelerator to kickdown from overdrive, Under ordinary runningconditions of the vehicle, the relay I33 is deenerglzed, and thecontacts III I'are closed; These contacts complete theignition circuit,being connected between the ignition coil I24 and the circuit breaker21, and whenthese contacts are open, the ignition circuit is broken andis thereby disabled. The winding I34 is connected in series with therelay contacts Ill and IZ'Z L and when both of these sets of contactsareclosedin.which'conditions of the Fig. 5 circuit they would ground theignition to disable it,in the Fig. 8 arrangement they energize therelay' I33 to break theignition circuit. The net result'of 'the'Fig,"8'circuit is the same in disab ling the ignition system as the Fig. 5circuit;

however,-fo'r'soine purposes ignition cutting as show'n 'in Fig;Bisprjei'etred over ignition grounding'' as shown" in Fig. 5; I I

My improved overdrive circuits advantageously do not include coritactswithin the overdrive solenoid Ajitself for either breaking the circuitthroughthefeneigizing'winding 68 or for grounding' or cutting'th'eignition for oownshifting. This arrangement j makes for satisfactoryoperation,

and I difiiculties duefto' oxidation and rusting Within the solenoidarefobviated;

I wish'jit to b understood that my invention is not' to bejlimited tothe specific constructions, arrangements 'fa'nd devices herein'abovedescribed,

except only insofar as" 'the'fclaims may be so limited, as it willbeunderstood that changes may be made without departing from theprinciples of the inventi"n'. In'the" construction of the ap pended clims; wish it be understood that where I specify in the claims a couplingor a positive coupling I intenfilto include by this exprcssion not onlya brake as is disclosed in the, illustrated embgdimfintslof theinvention but also a clutch, a. brake being understood to be a couplingin which one part to be coupled is stationary 11 and a clutch beingunderstood to be a coupling in which both parts are movable.

I claim:

1. In electric mechanism, a solenoid having an armature, said solenoidcomprising an energizing coil and a holding coil both of which areoperative to move said armature into an energized position and saidholding coil being sufiicient to alone hold the armature in itsenergized position, and means independent of movement of said armaturefor automatically breaking the circuit through said energizing coil andnot said holding coil a predetermined time after energization of both ofsaid coils, said time being sufficiently great to assure movement ofsaid armature to its energized position.

2. In electric mechanism, a solenoid'having a movable armature, anenergizing coil and a holding coil energizable simultaneously for movingsaid armature from a deenergized position to an energized position, anda delay relay having a winding energized simultaneously with saidsolenoid coils and having a switch operable independently of movement ofsaid armature and connected in series with said energizing coil forbreaking the circuit through the energizing coil a predetermined timeafter energization of the relay winding and coils, said time beingsuiiicient for assuring movement of the armature to its energizedposition before the circuit is broken through the energizing coil.

3. In a transmissionc'ontrol mechanism, the combination of an electricsolenoid having a movable armature and having an energizing coil and aholding coil, said energizing coil and said holding coil being energizedsimultaneously for moving said movable armature from one position toanother, and a delay relay having a winding energized along with thesolenoid and having a switch operable independently of movement of saidarmature and connected in series with said energizing coil for openingthe circuit through the latter coil a predetermined time afterenergization of the relay winding and solenoid which time is sufficientfor a movement by the movable armature efiected by action of thesolenoid.

4. In an overdrive control mechanism for controlling the operation of amovable pawl engageable with a slotted element, the combination of anelectric solenoid for moving said pawl, spring means for moving saidpawl from an engaging position to a disengaging position, said solenoidincluding an energizing coil and a holding 0011 which when both areenergized move the pawl from a disengaging position to an engagingposition against the action of said spring means, said holding coil whenenergized being suincient for holding said pawl in engaging positionagainst' the action of said spring means, and a delay relay connected tobe energized along with said solenoid and having a switch connectedinseries with said energizing winding which is opened a predeterminedtime after energization of the relay and solenoid for deenergizing theenergizing coil, said time being sufficient for a movement of said pawlinto its engaging position.

switch in series with said energizing coil for breaking the circuitthrough the coil, and delay meansindependent of movement of the couplingelement for actuating said switches for opening said second-named switcha predetermined time after energization of the solenoid and foractuating said first-named switch a predetermined time after a change ofenergization of said solenoid for causing disablement of the ignitionsystem and allowing disengagement of said coupling.

6. In a transmission control mechanism for co trolling the engagementand disengagement of a movable coupling element, the combination of anelectric solenoid for moving said movable coupling element, saidsolenoid comprising an energizing coil and a holding coil which whenboth are energized move the movable coupling element, ignitionapparatus, ignition disabling means for permitting a disengagement ofsaid movable coupling element, a delay relay having two switches, one

"of said switches being connected in series with said energizing windingand said relay being connected to be energized at the same time as saidsolenoid so that the switch opens the circuit through the energizingwinding a predetermined time after energization of the solenoid whichtime is sufiicient for a movement of the said pawl with said slottedelement when the movable coupling element, an accelerator, the other ofsaid switches being connected to said ignition disabling means and witha switch controlled by said accelerator, said two last-named switchesdisabling said ignition system when said accelerator is moved to an openthrottle position and the coupling. element is engaged and said delayrelay actuating its switch in the disabling means for again renderingthe ignition system operative after a predetermined time after it hasbeen made inoperative.

7. In a device for controlling an overdrive mechanism in an automotivevehicle having a vehicle ignition system, the combination of a positivetype brake for an element of the over drive mechanism, said brakeincluding a pawl movable into and out of engagement with a slottedelement, an electric solenoid for engaging solenoid is energized, saidsolenoid comprising an energizing coil and a holding coil, anaccelerator for the vehicle and actuating a switch to open the switchwhen moved to an open throttle position, an electric relay connectedwith said switch to be controlled thereby and including two switches, adelay relaycomprising two switches,

one of the switches of said first-named relay I being connected with oneof the switches of said SecOnd-named relay, with the winding'of saidsecond relay and with said holding coil, said lastnamed switch in saiddelay relay being connected with said energizing winding, the other twoof said relay switches being connected in series and "with said ignitionsystem whereby when both the switches are closed the ignition system isgrounded for disabling the, system, said firstnamed relay when energizedenergizing said delay relay and said solenoid and the delayrelayswitchconnected in series with the solenoid energiz- 5. In a transmissioncontrol device for an automotive vehicle having an engine ignitionsystem,

the combination of a positive coupling having a from engagement andincluding a switch. a v

ing winding opening after a predetermined time todeenergize thiswinding, said other-swit ch 'in said delay relay functioning to open thegrounding circuit for the ignition system a predetermined time afterboth of said relays are deener-' v gized by an opening of saidaccelerator switch.

8. In a transmission control device for an au-' tomotive vehiclehaving-a vehicle ignition 'systern, thecombination-oi anengageable anddis-j engageable positive coupling, said positive coupling comprising amovable coupling element, an electric solenoid for actuating saidmovable coupling element and comprising an energizing coil and a holdingcoil which are both energized for moving the coupling element, anaccelerator for the vehicle, a switch under the control of theaccelerator and closed when the accelerator is moved to an open throttleposition, a second switch connected in series with said first-namedswitch and the two switches being connected to the vehicle ignitionsystem for disabling the system when both switches are closed, a delayrelay having an energizing winding and a core with a closed coil aboutthe core for delaying the action of the relay and actuating saidsecond-named switch, the winding of said delay relay being connected inseries with said holding coil whereby the delay of the relay isincreased for actuating said second-named switch after eitherdeenergization or energization of the delay relay.

9. In electric mechanism, the combination of a movable element, anelectric solenoid for moving said element, said solenoid comprising anenergizing coil and a holding coil both of which are energized to movesaid movable element and said holding coil being suiiicient for holdingthe movable element in energized position once it has been moved to thisposition, a switch in series with said energizing coil, and a delayrelay having an actuating winding and actuating said switch, saidholding coil and said actuating winding being connected in series forincreasing the delay of said relay for opening said switch afterenergization of said delay relay and holding coil.

10. In a transmission control device, the combination of an electricsolenoid for moving an element, said solenoid comprising an energizingcoil and a holding coil, 9, switch in series with said energizing coil,and a delay relay having an actuating winding and opening said switchwhen energized, said actuating winding being connected in series withsaid holding coil whereby to increase the delay after energization ofthe holding coil and delay relay after which said switch is opened todeenergize said energizing coil.

11. In a device for controlling a transmission mechanism in anautomotive vehicle having an engine ignition system, the combination ofa positive coupling having an engageable and disengageable movablecoupling element, a solenoid including a holding coil and an energizingcoil which when both are engaged move the movable coupling element, saidholding coil alone being suiiicient to hold the coupling element in itsengaged position, means for disabling the engine ignition and comprisinga switch, a second switch in series with said energizing coil, and adelay relay having an actuating winding and adapted to actuate both ofsaid switches, the actuating winding of said delay relay being connectedin series with said holding coil whereby to increase the delay of therelay, said switch in series with said energizing coil being opened uponenergization of said delay relay and the other of said switches beingactuated by the delay relay when deenergized for disabling the ignitionsystem.

12. In an overdrive unit control device for an automotive vehicle havingan engine ignition system, the combination of a positive brake for anelement of the overdrive unit, said positive brake including a pawlengageable with a slotted element, an electric solenoid for engagingsaid pawl when energized, spring means for disengaging said pawl, saidsolenoid comprising an energizing coil and a holding coil which whenboth are energized engage the pawl, an accelerator for the vehicle, aswitch in series with said energizing coil, a pair of switches forgrounding a point in the ignition system for deenergizing the systemwhen both the switches are closed, one of said last-named switches beingunder the control of said accelerator to be closed when the acceleratoris moved to an open throttle position, and a delay relay actuating saidtwo first-named switches and having an actuating winding, said switch inseries with said energizing winding being opened upon energization ofthe delay relay and the other switch actuated by the delay relay beingclosed upon energization of the relay, the actuating winding of saiddelay relay being connected in series with said holding coil of saidsolenoid whereby the solenoid and delay relay are energizedsimultaneously and whereby the holding coil causes a greater delay inthe relay.

13. In a transmission control device for an automotive vehicle having anengine ignition system, the combination of a positive coupling having anengageable and disengageable movable coupling element, an electricsolenoid for moving said movable coupling element and comprising anenergizing coil and a holding coil, said two coils when both are engagedfunctioning to move the coupling element into energized position andsaid holding coil being adapted to alone hold it in this position, aswitch in series with said energizing coil, a second switch, a delayrelay for actuating both of said switches and being adapted whenenergized to open said first-named switch and to close said second-namedswitch, a relay having a switch therein for breaking a supply of currentto said ignition system and connected with said second-named switch,said first-named switch being closed long enough after energization ofthe delay relay so that said energizing coil is effective along withsaid holding coil to move said coupling element to its engaged positionand said second-named switch being closed long enough afterdeenergization of said delay relay to permit disengagement of saidpositive coupling.

WILLIAM V. HARRIS ON.

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